Handling-gear for internal-combustion engines.



3 run N G N NF. N mm MS u NB AM 0 C wL A N 1 m NT W. mun 0 m ,DA IE CG 6 VGN U D N v H Patented Nov; 27, 1917.

APPLICATION FILED MAR,20 1916.

6 SHEETS-SHEET I.

ATTORNEYS.

G. C. DAVISON & J. W. ANDERSON. HANDLING can run INTERNAL comausnow mamas. APPLICATION FILED "RR. 20, 1916- J 1,247,647, Patented Nov. 27, 1917,

6 SHEETS-SHEET 3.

G. C. DAVISON & I. W. ANDERSON.

HANDLING GEAR FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED MARIZOI I916; 1,247,647, Patented NOV. 27, 1917.

6 SHEETS-SHEET 4.

ATTORNEYS e. c. DAVISON M. w. ANDERSON.

HAND LING GEAR FOR INTERN COMBUSTION ENGINES. APPLIC ATION nun kmzo, ms.

. 1,247,647; Patented Nov. 1917.-

6SHEEIS- I 5.

firs f myerseposifia n Arm/mm.

G. C. DAVISON & I. W. ANDERSON.

HANDLING GEAR FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAR. 20, 1916- Patented Nov. 27, 1917.

v 6 SHETS-$HEET 5- i/g' J5.

OR YL IND HIRJ'TARTING LINE c tits I C 6 RELAY VALVE p iii E YERS/NG CYLINDER INVENTORS x SAHWI ATTORNEYS.

.DAVISON & I. w. ANDERSON. HANDLING GEAR FUR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAR 20. IQIG- Fatima Nov. 27, 1917.

HEETS-SHEET 2.

M/VE/WURS 3. \& W BI 4 A TTORNEKS UNITED STATES mo OFFICE.

*REGORY C. DAVISON AND JOHN W, ANDERSON. OF NEW LONDOiN'; CONNECTIGU'.E,

013 NEW JERSEY.

ASSIGN'ORS T0 ELECTRIC BOAT COMPAIN Y. OF NEW YORK, N. Y A: CORPORATION Specification of Letters Patent Patented Nov; 2'7, 1917.

Application filed March 29, 1916. Serial No. 85,287;

To cllgw/wm it may; concern:

'Be it known that we, GREGORY C. DAVISON and JOHN W. ANonRsoN, citizens of the United States, and residci'its of New Lon don in the county of New London and State oi (lolmceticut, rerpecti'vely, have invented certain new and useful l'nn irovelnents in Ila-n dling Gears for I nternnl-Comlmstion Engines; and we do hereby declare the following to he 2: full. clear, e2 exact dos lion oithc invention, such :3 will on other-chilled in the art to nnich it appertelns to ni-tilce and use the some.

.lhis inv'niion relates to intc-rrnal combostion engin and lt'l'i UlVQS the provision a novel form of control mechanism such that by the operation of this mechanism an inexperienced or careless operator can hardly fail to start and run the i-mginc properly in one direction or the other as desired and with. coniqalc insurance against danger due to those ll. egnlm'ities of fuel supply, sud den strain upon the engine parts, and other accidents possible in. all installations as corn strncted in the manner heretofore common.

In. 8,3661 .ec with one feature of the invcntion relntng to the starting of the engine in cpcrutimi, the several cylniders of the on ginc are di ided into two or more groups.

and in stnrtine'. compressed air first adfinders of one group, and if that docs to start the engine in operation we con'ipressed uir is admitted to the cylinders of ii. hecond or even a third group out" operation of the engine is. effected. '51: fuel is ad; to the cylnlders to which compressed not being admitted and ignition of th nol s efiected so as to ccmtinue the operatic-not the engine hynnenns of the combostion of the fuel. in

the. usual nmnncr. -With the engine opcmh ing in this; Wily, the sci-oral cylinders or groups of cylinders, which have been connccted to the compressed air supply, are successively disconnected therefrom and fuel is admitted to then] until finally fuel is being To simplify the operation,

one side eil'ects operation of the engine in one direction and when'moved to the other side effects operation of the engine in the reverse direction. The movement of the controller handle in one direction maiy be arranged to admit compressed air to the cylinders of one group While disconnecting those cylinders from the fuel supply, and continued movement of the controller hon- (lle nmy admit ciimipresscd air to a second and. if desired, a third group of cylinders, the fuel supply being discoimected from any cylinder to which compressed air for start ing is adn'iitted. hen operation of the engine has been thus effected, the controller handle may be moved back to disconnect the cylinders from the compressed air sup ply until finally the supply of compressed air for starting the engine is entirely discontinued and the engine is operated by the admission of fuel to all. of the cylinders.

The invention is specially applicable to engines of the type in which hea'v 1 oil is used as the fuel and it involves t e provision of improved means for regulating and controlling the supply of the fuel oil to the cylinders. Each cylinder is provided with l'iolclv valve to "which compressed air and cell o1 admitted in regulated (new titieeand or valve is: operated mec anically in :iccordtince with the rotation of the engine shaft to admitcharge: to the cylinders. When the valve is opened, the comair passes therethrough to the enginc and the oil forced under pressure into the moving body of air and is taken up thcrehy in the form of a multiplicity of minute particles. "We have found that in the operation of heavy oil engines, it is of great importance that in regulating. the fuel charges both the compressed air and the oil fuel delivered to the inlet valve should be regulated together so that they will always have a certain relation which has been ascertaincd to be conducive of the best results. An apparatus constructed in accordance with the invention therefore embodies a mechanism for supplying a fuel charge to of said mechanisms and means operated .by

the control device, whereby simultaneous adjustment is effected of the freedom of flow of the compressed air to the inlet valves and air is being admitted through the starting valves.

Otherwise, not only would waste of fuel result, but also such procedure would involve certain dangers to the apparatus which should be avoided. Therefore, in ac vcordance with another feature of the invention, means are provided whereby, When compressed air is admitted to certain cylinders through the starting valves thereof, the fuel-inlet valves are rendered inoperative to supply fuel to those cylinders through the inlet valves thereof. This may be convcniently effected pneumatically by causing the compressed air which brings the starting valves into operation to render ii'lopcrative the pum s for pumping oil to the inlet valves of the corresponding cylinders.

The invention also involves the provision of certain interlocks for guarding against improper operation of the mechanism such as might result in injury to the apparatus. The controller for regulating the charges of fuel supplied to the cylinders is arranged adjacent to the controller for operating the compressed air starting devices and'interlockin devices are provided between them such t at the controller for the fuel cannot be operated when the controller for the com.- pressed air starting devices is in the intermediate position at which time the cylinders of the engine are vented, and'such when the controller for the fuel is in a position for admitting fuel to the cylinders, the controller for t 1e compressed air starting devices cannot be moved to the mid positlon in which the cylinders are vented. Means are also provided for preventing movement of certain of the controlling devices too rapidly from a position for running theengine in one direction to a position 'for running the engine in the opposite direction, so as to insure that the engine has come to rest completely before compressed air is admitted to any cylinders forst'arting the engine in the opposite direction.

These and other eatures of the invention will .be better understood by reference to the following description in connection with the accompanying drawings which show the preferred embodiment of the invention.

In the drawings, Figure l is a diagrammatic View showing an application of the in .vention ton. six-cylinder reversible engine having two three-cylinder separately con- ..trollable operating units;

Fig. 2 1s a sectional view of the controlbox taken on the line 2-2 of Fig. 1;

Fig. adiagrammatic view, showing a variation .of the-control-boxof Fig, 1;

that

.valve 2 1s a connection 12 for Fig. 4 is a sectional view taken on the line *4 of Fig. 3;

Fig. 5 is a view similar to Fig. 4:, showing a further modification;

Fig. 6 is a diagrammatic view showing the elementary disclosure of Fig. 1 amplified for practical installation in connection with the engine mentioned;

- Fig. 7 is an cnlargeddetail view, showing in bottom plan certain of the parts of Fig. 6;

Fig. 8' is a sectional detail. view of one of the interlockdevices for the larger hand wheel;

Figs. 9 to 15 inclusive are each a diagrammatic showing of related settings of the six control valves of F 1;

Fig. 16 is an enlarged sectional detail view, taken on the line l6--'16 of Fig. 6:

Fig. 17 1s a sectional detail View taken on the line 17--17 of Fig. 16: and

Referring to Fig. I, a six-cylinder marine engine, the cylinders of which are divided into two groups indicated at A and B, is shown as associated with a pneumatic con.- trol-box 7.

The controld ox is equipped with three pairs of control valves, the members of one pair being marked 1 and 2, the members of a second pair being marked 3 and 4, and the members of a third pair being marked 5 and 6. Air is fed to and adapted to be fed through any of these control valves by means of a conduit 8.

Leading from valve 1 is a connection 11 for actuating any suitable type of aheadsetting-means for the air-starting valves of the B-group of cylinders; leading from actuating the ahead-settingmeans for the air-starting valve of the A-group of cylinders;.leading from valve 3 is, a connection 13 for actuating the astern-setting-means for the airstarting valves of the B group, and leading from valve 4 is a connection 14 for actuating the astern-setting-means' for the airstarting valves for the A-group.

Thus, either the A or the B-group of cy1 inders may first be set for ahead or astern running and thereafter the airstartin'g valves of the other group may be'set for similar running, or else all cylinders may be initially set for such running and thenone group may have its air starting valves rendered inoperative. Assume that it is the B-group valves are in the inoperative position. Oilfuel and spray-air may be fed to the cylinders of the B-group, by any familiar means not here illustrated, While the pistons of those cylinders are reciprocating due'to the admission, of com ressed air to the cylinders of the A-group. ln this case combustion of of cylinders whose air-starting v cylinders for starting the engine; as above explainedf the four valves merely control the setting'o the air-starting valves so as to render them inoperative, or to set them for running the engine ahead, or to set them for running the engine astern. The construction em'ployedin each of the air-starting valves whereby it may thus be selectively arranged is well known in theart. When any one of the control valves 1, 2, 3, and i is actuated to move the corresponding airstarting valves on the cylinders to one of theii operative positions, the control valve 5 opened Thereupon air from conduit 8 flows through a connection 15, relay valve is actuated, and a compressed air conduit 15 is opened so that compressed air flows'to the air-starting valves of the several cylinders and .enters the cylinders whose valves have -been set to admit it.

39 The sixth control valve 6 is provided for y venting .the cylinders when desired. A connection 16 leads from valve 6 and is adapted to convey air to open suitably designed relief valves'one on each cylinder.

7, and'f0r a means adapted to actuate the various control valves as above described, is lindicated in Fig. 2. The-conduit 8 comm inicates with the main-passage 7 which is provided with branch passages leading to each of the six controlvalves. The right branch passage of Fig. 2 leads to control valve 2 and the left branch passage of said Fig. 2 lea'ds to control valve 1.- The construction of this .valve 1 is similar to "that of allthe other control valves, and includes a valve cup 1 spring-held against its seat 1*, a pas sage 1 within which may reciprocate a plunger 1, a passage leading from passage 1* and communicating with COIlIlGCFUU 11, and a vent passage 1 normally maintaining communication between the outsideair and the interior. of passage 1. Upon pushing upwardplunger l sufficiently to lift the valve-cup oil its seat and thus ermit compressed air. to .enter passage 1 0r flow into connection 11, the me in body of the -plunger 1? closes vent passagel Upon therelease of plunger 1, the compressed air in mam passage 7, togethcrwith the spring actu .ntin, the' valve 1, force the valve downwar 1y uponits seat. Also, the plunger 1 drops downward as the bell-crank 10 turns on its pivot and opens the vent passage 1 to permit escape to the atmosphere of the com- A convenient structure for the controlbox" cranks l0 and ill.

pressed-air in the connection 11. A similar construction may be characteristic of valves 3 and 4 and also of valves 5 and 6.

Thesix control aves may be manually selectively actuated, for operation as just described, by means of a suitable handle fixed upon a shaft 8 arranged below main passage 7 and extending parallel therewith.

()n this shaft 8 are a plurality of cams'il each adapted to actuate a pivoted bellcrank lever 10 or 10 and thus operate the corresponding plunger 1 whose lower end rests upon the uppersurface of the bellcrank, it

I being understood that the bell-cranks 10 for In order more clearly to understand the con-- strnction of Figs. l. and 5, assume that there is substituted in. F 1 the control-box 7 of Fig. 3, in which each control valve 1, 3, l, 5 and 6 has its own separate vent valve 1", 2, 3, l,-5' and 6" arranged op 'iosite it at the other side of the controi box.

In the construction shown in Fig. i, a.

spring-closed valve disk is interposed betin-en main passage '1" and connection 1.1,

and a spring-clostwi valve di 1: l. is interposed between the vent passages Hand 1". Each disk may be elevateil above its seat by means of its depeiuling plun actuated from shaft .8 by rams J an' A Fter sl'u rotated in the direction of arrow to raise disk 1. and. admit air to connection 11, a further IOtllllli-il'l of the shaft in the same direction permits the disir i to close against its seat and raises disk 1 from its seat, thereby sl'nittii'ig oli thcair-lloiv r-to connec tion 11 and venting said connection by way of passages 1 and 1". 1

F 5 illustrates a selfw-ix 'ilanaitory varim tion of the construction shown. in Fig. 4, wherein but a: si lc'cam if? and a single lever 10 are (flllpllflyed in connection with the control valve for connection ll. Spring 17 holds the lever in engagement with the cam. employed for all of the six control valves.

Referring next to Figs. '6 and 7, these figures show the .\.-cylimlcrs, the B-cylinders, control box 7, control-valves 1, 2. 3,

Such a construction, also, may. be-

4, 5 and 6, connections 11, 12, 13, l-l, [5 ani 16, conduit 8, relay valve 15, and air-starting conduit 15. To simplify the illustration, the control-box 7 is. like that shown in Fig. 1, fiot like that shown in Fig. 3, and

the control valve construction is similar to that described in connection with Fig. 2. Each plunger (marked respectively 1, 2, 3, 4, 5, and 6 in Fig. 7) is adapted to operate a valve so as to close or open communi cation from. the compressed air supply pipe 8"to one of the branch pipes 11, 13, 15, 12,

14. and 1c.

Fig. 7 shows the under side of the control-box, bell-cranks 1 0 and 10 for actuating the control valves, and cams 9 and 9 for actuating the bell-cranks. These bellcranks are pivotally hung from a rod parallel and in the same vertical plane with shaft 8, but spaced above the latter and below the bottom of the control-box. This rod is not shown in Fig. 7 but is illustrated at in Figs. 2, 9 and 13. Shaft 8' is a tubular shaft journaled in brackets 18.. This shaft is thus constructed so that there may be arranged concentrically therewith a solid shaft 20, carrying a fuelhand-wheel 21 and other part ht'areinafter described.

The shaft 8 carries fixedly a main handwheel 19 for rotating the hollow shaft to set the control valves as, illustrated in any of Figs. 9 and 15. Referring now to these Figs. 9 to 1.5, wherein it should be noted, the shaft 8 is for greater clearness shown solid, each of these figures includes three sectional diagrams, one diagram, for the pair of control valves 1 and 2, one for the pair 3 and a and one for the pair 5 and 6.

The main hand-Wheel 19 may be set to arrange the six cams on shaft 8 as shown.

in Fig. 9, and then an index. 19 (Fig. 6) carried by the hand-wheel lies opposite a stop indicium on a suitable scale (not shown) carried by the outer faceof a fixed frame 23 (Fig. 7). In this position of the hand-wheel, all the control valves are closed except control valve 6 which. when opened vents .all thecylinders.

Assumingwthat the engine is to be run ahead, the main hand-wheel-l!) is turned in a counter-clockwise direction through an angle of about until the index 19 lies opposite a suitable first ahead indicium on the in Fig. 10. Then all the control valves are' closed including the vent valve 6 shown 0 en in Fig. 9. When the main hand-whee is turned approximately 30 farther in a counter-clockwise direction, as shown in Fig. 11, the index 19* lies opposite a suitable second ahead indicium on the fixed frame 23"and then all the control valves are closed except control valves 2 and 5. The opening at valve 2 causes a setting of the air-starting valves of the A-cylinders for running the engine ahead on air, and the opening of valve 5'actuatcs relay valve 15 so that starting-air is fed to those air-starting valves. This may suflice to start the ing valves.

on air. In this position, the control valve 5 s open so that compressed air passes Y through valve 15 to the starting valves of all the cylinders and control valves 1 and 2 are both open so that the starting valves of all cylinders are set for the admission of air at the appropriate times for running the en ine ahead.

ssume now that the engine is to be run astrn, Figs. 13 to 15 showing shaft 8 rotated diiferent fractional amounts in a clockwise direction from its stop adjustment of Fig. 9,. should be examined; Fig. 13 showing a shaft rotation of approximately 30, Fig. 14; showing a shaft rotation of approximately 60", and Fig. 15 showin ashaft rotation of approximately 90. W on main hand-wheel 19 is set to arrange the six cams on shaft 8 as disclosed in Fig. 13,

index 19 lies opposite a suitable first astern indicium on the fixed frame 23; and the cylinder vent-valves are closed since all the control valves are closed. When the main hand-wheel is set to arrange the six cams as disclosed in Fig. 14, said index 19 lies opposite a suitable second astern indicium on the fixed frame 23; and then all the control valves are closed except valves 4: and 5, the openin of valve 4 as aforesaid causing a setting 0 the air-starting valves of the A-cylinders for running those cylin ders astern on air, and the opening of valve 5 as aforesaid actuatin the relay valve 15 so that 'startin -air is ed to such air-start- T ereuponthe engine may or may not start. If not, the main hand-wheel is set to arrange the six cams as disclosed in Fig. 15 and saidindex 19 lies opposite a suitable third astern indicium on the fixed frame 23; and then the control valve 3 will also open, the opening of this valve as aforesaid causin a setting of the airstarting valves of t e B-cylindei's for run ning those cylinders astern on air, the previously opened control valve 5- having already actuated rela valve 15 so that starting-air will now e fed to all the airstarting valves, whereupon the engine will immediately start.

- After the engine is under way with all of the cylinders o crating on compressed air the hand whee of the controller is move back from the third ahead position to the second ahead position illustrated in Fig.

11, thus discontinuing the operation of 'the 130 air-starting valves of the [cylinders of one group, and oil fuel adn'littod to the cylintiers of that group by the devices hereinafter described so that then the engine will operate with compressed air in three cylinders and the admission and combustion 015 fuel in the other three cylinders. Then the handovheel of. the controller is moved back to the first ahead. position shown in. Fig. 10, thereby discontinuing the operation of the air-starting "elves of the second group of cylinders, and fuel is admitted to those cylinders for operation in the usual manner. The position of the parts indicated in Fi 10 is the running position.

When it is desired to discontinue the op-- eration of the engine, the llil'lltl-Wl'lfifil of the controller is indved from the Fig. 10 posi tion to the Fig. 9 position, in which position. all of the airstarting valves are inoperative and all of the cylinders are vented to the atmosphere by reason of the operation of valve 6.

To operate the. engine in the reverse di reetion, the bandwvheel is moved in the opposite or clockwise direction to a first. (Fig. 13) a. second. (Fig. 14) and a third (Fig. 15) position, each step movement being approxiinately 3O in extent, and in each of? these first, second and third aster-n positions the operation of the engine is the same as that described above, 'aept that the engine runs in the reverse direction. In starting the engine in the asteru direction the hand wheel is moved to .the position indiis admitted to the cylinders of one group. If necessary, the Wheel can be moved to the third reverse position in which case starting air will be admitted to the cylinders of both groups. After the engine has been started in this Way, the hand wheel may be moved back to the Fi 14 Josition and tuel admitted to the cylinders of one group, and there after the hand Wheel may he moved to the Fig.1?) position which is the running pesition and in which the star-ting; air not supplied to any of the cylimilers and oil fuel is supplied to all of them.

Thus, no matter wl'iethor the engine has been running ahead or astern, on. air or fuel or. bo'tln and it is desired to run the engine, in,the opposite direction, in giving the-qhandqvheel 19 the rotation necessary to attain this end the index 19 must first ,c be brought to and past the stop indicium ,on-frame 23, with the result that all cylin- .dueed.

ders must be vented as a preliminary to running the engine in the opposite directiori. If such venting of the cylinders Were not thus automatically provided for, a dangerous situation would result and explosions wouldzbe liable to occur in the cylinders to which starting air was subscquentlyintro- In order to insure that a careless operator will not rotate the hand wheel ill past the inirl-position too rapiijlly in ciilnn' direction, locking rlevires are provided which arrest the movement of the hand wheel temporarily in the mid-position, in which position the cylinders of the engine are vented to the atmosphere. These locking devices are illustrated in Figs. 6, 7 and 8. The conduit 16 leading from the control valve 6 to the several cylinders provided with a branch pipe ill leading to the cylinders of two locking devices 16", the. construction of which illustrated in Fig. 8. F-aeh locklug device iuch'ides a pin lli carried by a .cated byFig. 14 in which compressed air piston which moves in a simrll cylii'zder. the pin being: normally held retracted by a spring 16. The pin may be projected by air admitted to the inner side i? the piston through the branch pipe 16, and when (he pin so projeeted'it lies in the path oi movement of a. pro-jcolioii 19 carried by the hand wheel 19.

When the. engine is running in. one direw tion and it is desired to reverse the direction of its'operation the supply of iuel to the cylinders discontinued and the liandle 19 is moved to the michposition in which all of the cylinders are vented to the atmosphere. The mov ment of handle .19 is then continuedpast the mid-position to the posit'ions described above for starting and run ning the engine in the reverse direction.

As the hand Wheel. 19 is so moved to the mid-position. it operated the "alve l: as above described to admit air under pressure to the pipe 16. Someof this air flows through the branch pipe 16*" to the cylinders .of the locking devices it so that those derapidly past the. mid-positicm so that the cylinders would not be properly vented before the parts were placed. in the positions for operatig the engine in the rem-arse di-- rection, the projectionIll) on the hand Wheel would come into engagement with one of the projections 16 of the locking devices and would be arrested thereby.

After the cylinders have been vented and the hand wheel is moved slightly past the mid-position, the air admitted to the pip 16 and branch pipe 16 escapes through the exhaust port 6 shown in Fig. and thus permits the locking pins 16" to be retracted by their springs 16". These looking devices, therefore. require but a momentary pause intlie n'|id- )osition before proceeding' to turn the hand wheel to the positions appropriate for starting the engine in the reverse direction, but they guard efl'ectua lly against a too rapid-and continuous movement of-thc hand Wheel from one Sit! of the positions for operating the engine in one directlon to one of the positions for operating the engine in the reverse direc -tion. As there are two locking devices pro vided, one on either side of the projection I 19, when the hand wheel is in the midposition too rapid movement of the hand wheel past the mid-position in either direction is prevented.

The organization so far described exlains the features of the invention involvmg the cylindengroup control andthe control of the devices for starting the engine in operation either astern or ahead and for 5 reversing.

As soon as the engine has started in opera.- tion in either direction so that only one group of its cylinders is running on air, it is intended to feedfuel, that is oil and spray-air, to the fuel-spray valves of the cylinders of the other group, whereby this latter group may run on fuel and thus take up the work of driving the engine shaft and permit the first group to be taken off air and put on fuel.

In describing the means shown for at taining these ends, reference will now be had to Figs, 6., 7, 16*and 17 The solid shaft 20, which fixedly carries fuel hand wheel 21 and which is rotatable as explained within and independently of hollow shaft 8 (Fig. 7), extends beneath the control-box 7 and the bank of engine cylinders asindicated in Fig. 6, and also fixedly carries a gear segment 25 (Fig. 16). With. the parts arranged as shown vin'Fig. 16, and with the hand wheel 21 set as shown in Fig. 7, a needle-valve 26 is closed. This needle-valve is' interposed between the connections 27 and 28 of the spray-air line as shown in Fig. 6, the connection 28 leading from a suitable source of compressed air supply and the connection 27 leading to the fuel-spray valves of all the cylinders. Referring again to Fig. 16, the needle-valve is carried by the upper end of a vertical shaft 26' which isthreaded in-a 'member29.

of the valve casing so that turning shaft 26 effects an adjustment of the opening and closing of the valve. The lower portion of the shaft 26 is splined within a hollow shaft 30 journaled in a bearing 31 and carrying at its lower end a beveled pinion 32 which meshes with gear segment \Vhen fuel hand-wheel 21 is rotated to turn shaft 20 and gear segment 25 in the direction of the arrow 25 on Fig. 16, the valve-stem 26 is rotated and the threads thereon cause the valve to be moved gradually to the closed position.

While a common needle-valve is provided for adjusting the spray-air forall the c linders, the oil-fuel for each cylinder is ed by its own fuel-pump A or B', and the plunger of each puiup is reciprocated by means carried by an auxiliary shaft 33, (Fig. 6). This shaft is geared in any suit-i able manner (not shown) to the engine shaft for revolution therewith. Oil-fuel is de-. livered to each pump by means of a common feed connection 37 leading from a suitable l tank (not shown), and the pumped fuel is led from each pump to the corresponding cylinder by means of an individual connection 38. The pumps are all similar and simultaneously controlled, and one thereof is illustrated in section in Fig. 16. This pump includes a plunger 34, pivoted to and driven by an arm depending from an eccentric stra" 35 encircling an eccentric 36 fixed on shaft 33. Each pump is provided with an inlet valve 39 and a spring-closed outlet valve 40. lVhile the engine is running in either direction, each upward thrust of the plan er I sucks oil into the pump, inlet valve 39 e- 5 ing lifted from its seat by the incoming oil, and. if the inlet valve is allowed to close thereafter, the downward thrust of the plunger forces the oil into connection 38 and to the fuel-spray valve of the cylinder served by the pump. On shaft 20 below each engine cylinder is fixedly mounted an eccentric fl for cooperation with an. eccentric strap 42 provided with a dependent arm 42. In each fuel-pump, a. valve-gear for the inlet valve 39 is provided driven by the corresponding eccentric 36 and consisting of an offset arin 3st carried by plunger 34 and links 43 and H; these links are pivoted to each other and link 13 is pivoted to the dev pendent arm 42' of the associated eccentric strap 42. This link 43 passes directly iin= der the lower end of the stem 39 of thefiif inlet valve 39. With the parts arranged as shown in Fig. 5 16, the upward movement of the plungerBft is accompanied by upward movement ofiiiik 43 and the link carries the inlet valve 39 with it. Also, as the plunger 34 moves downward, the link 43 and valve 39 move c downwardwith it and the valve. 39 reaches its seat just as the plunger reaches the limit of its downward movement. Such reciprocation of the plunger 34, therefore, would,

merely cause a surging of oil bacl nmid. 5-

forth from the inlet pipe 37'past the valve seat to the chamber of the pump. This is the relation of the parts referred to when the needle valve 26controlling the, sprayair is in the position for closing the passage from inlet 'plpe 28,,to the pipe 27 supplying the spray valves, and at such time the eccentric 41 and arm 42 operated thereby are in their highest position. If the shaftf2o were turned so as to rotate the sector 25 in the direction ofthe arrow 25 on Fig. 16, this would operate to open the air valve 26 and to lower the arm 42, and the end of the link 43 which. is connected to amt 1:2.

Link 43 would thus be carried a s1iort',dis-' 130 ta'nce downward from the foot 39 of the inlet valve 39; Under such conditions, the upward movement of plunger 34 would act to draw oil into the chamber of the pump through the inlet pipe 37, raising'thc inlet ,valve 39 from its seat. During the course 0f the iiipward movementoi plunger 34:, the link l3 would engage the foot 39 of the inlet valve 39. Then the plunger 34: would 16 start downwardly carrying the linl: 43 downward with it and at an intermediate point in the downward movement of plunger 3-l the link 18 would be lowered to such extent as to permit the valve 39 to reach its seat. Thus the exit of oil from the cl'iamher ol the pump into the inlet 37 would be closed and the remainder of the downward movement of the plunger 34 would force oil out through the outlet 38, the pressure of the oil serving to raise the outlet valve 40 from its If the shaft 20 were turned thmugh 180, the spray-air valve 26 would be openml wide and the arm 42 would be lowered to its lowermost position. Under such circumstances,the reeiprocation of link =13 in correspondence with the reciprocation of phupo'er would not carry the link -13 into engagement with the foot of the inlet valve 39 at all. or at least would not so serve to hold the inlet valve oil its seat. Under such conditions, the'inlet-valve 39 would be raised from its seat by the inooming oil during an iun-va-rd movement of plunger 3-4.- and immediately upon the plungcr 3% starting downward, the pressure of the oil would re-seat valve 39 so that the valve would be closed during practically the whole of the downward movement of the plunger 34 and the maximum amount 49 of oil would be pumped out from the chamber of the pump into the outlet pipe 38 by the downward movement of plunger 34.

Thus, by the operation of a single controller, namely, the fuel hand-wheel 21, the

amount of fur-[toil and the amount of sprayair supplied to the fuel-spray valves of the engine is automatically and simultaneously regulated so that the air and oil are supplied in the proper proportions at all times,

.50 and this is true although all of the fuelinlet valves of t e engine may be tilt ofi entirely or may be increased to the maximum or may be adpisted to any intermediate point in order to cause the engine to develop the amount of power desired and at all times the desired proportion of the two ingredients islnaintained. V y

In order to prevent at careless or nervous operator fromY actuating the fuel hand H wheel 21 toopen needle-valve 26 and thus i feed sprayair'a'nd 011 to the cylinder 1 1.

21 to cooperate witlnthe adjacent end of a detent 23 slidably'mounted in a housing 23" mounted upon frame 23; the opposite end of the detent abuts against 0. lug 19 on main hand-wheel ,19 when the main handwheel is in its stop position. Detent 23 is spring-urged as indicated sothat even when the lug 19" on the main hand-wheel 19 is moved away from the detent, said detent acts as an'impositive catch tohold the 86 fuel hand-wheel 31H its no-feed position; however, this impositive catch becomes positive, and an absolute look, when the main hand-wheel is in its stop. position.

' The means just described is useful also to serve another end. lVhen main hand-wheel 19 has been rotated in either ,directioni-to close the control valve 6 and thus close the cylinder vent-valves (Fig. 6), and when fuelhand-wheel 21 has been rotated (Fig. 90 7) to open needle-valve, 26 (Fig. 16), areturn of hand-wheel 19 to its stop position and a consequent opening of the vent-valves is precluded. It is necessary to first move I the hand-wheel 21 .to its normal or stop 96 position and thus close the needle-valve 26 and discontinue the operation ofzthe .feed pumps 34. Otherwise, of course an undesirable'loss of spray-air. would occur through the cylinder vent-valves. It will be seen 100 from Fig. 6 that, no matter in which direction main hand-wheel 19 has been rotated from its stop position, it willbe impossible to return the wheel to that position while the fuel hand-wheel 21 is removed from its sto position. This is due to the fact that wit the fuel hand-wheel removed fronrits stop position, detent 23 is out of 1 recess 21' and therefore the inner end of the detent lies in the path which lug 19 would have to traverse in moving main hand whe'el 19 back to its stop or cylinder-ventingposition. l f

The pneumatic control system forming the present invention also, involves as an important feature thereof the provision of a pneumatic interlock adapted to pi'eventthe possibility of feeding starting errand fueloil simultaneously to any; one oi tlie lcylin ders. It has been explained that, according '120- to the present arran ement,,-in starting either group of cylin ers on \air, whether. ahead or ast'ern, control valve 5 is opened to actuate. relay valve '15.".'to feed starting-air to the air-.startin'gffvalves of theflselec'ted 12 5 group, only when one of the control, valves, 1 2, 4, 1 and 3 valves ofthe cylinders s a rse fiaava ultaneotisly Q sued-towe l interlock means air-starting valves of the B cylinders for ahead running, or the air-starting valves of said B cylinders for astern running. When the relay valve (Fig. 6) is opened, starting-air is fed to the air-starting valves of all the cylinders. Therefore, the pneumatic includes two separate 'pneumatic interlocks for each cylinder group A and B, one of these being connected with the astern air-starting control and the other with the ahead air'starting con trol. Referrin to'Figs. 6, 16 and 17,'associated with each pump A and B are a plu- I rality of chambers and 46. A pair of extension 46 is orked and the tips of the fork-tinesa're adapted (to engage the foot 39 on the stem of the associated pumps inwh'en thatvalve is in the closed position. i i v p Referring' jtoiigs. 6 and 16, it will be noted th'at thepipes 12,14, 11 and 13 are provided with. branch connections 12, 14',

11--'and 13. Pipes 12 and 14 lead to the chambers 45 and 46, respectively, of the 011- feedi'ng mechanisms of the cylinders of the iA-group; and pipes 11 and 13 lead to the chambers 45 and 46, respectively, of the cyl- 'inders of the. B group. Due to the presence of these branchconnect-ions, the instant control valve 2 is opened to set the ahead controls for the air-starting valves ofthe A I group .of cylinders, compressed air is ad- .initt'ed to the chamber 45 ofeach of the A pumps below the pistons 45 in those chambers to raise those pistons and'lift the inlet Z- vvalve 39 of each of the A umps all its seat; the instant control valve 4 is opened to set the 1 astern controls for the air-starting valves of the A group of cylinders, compressed air 1s -admitted to the chamber 46 of each of the A pumps below the pistons 46' in those chambers to raise those istons. and lift the inlet valve 39 of each 0 the A ppm gfl its seat; the instant control valve 1 1s opened to set the ahead controls for the air-sta'rting valves of the'B- group of cylinders, comj l pressed air is admitted to the chamber 45 of iv each of the B pumps below the pistons 45' in those chambers to raise those pistons and lift-:the inlet valve 39 of each of the B pumps ofi its seat; and the instant the control valve 3 is opened to setthe astern controls for the air-starting valves of theIB group of cylinders, compressed air is admitted to the chamber 46 of each of the B pumps below pistons 46 in those chambers to raise those istons and lift the inlet valve 39 of each 0 the B pumps off its seat. Thus, whenever either group of cylinders is set for running ahead or astern on startingair, the fuel-pumps serving the fuel-spray valves of that group are rendered ineffective, since. the reciprocations of plungers 34 of the fuel-pumps last mentioned do nothing more than cause the oil-fuel to surge back and forth past the inlet valves 39 of said pumps; I In this connection, it should be noted that if the oil-fuel fed to the connection 37 (Fig. 6) comes, as would be desirable, from, a gravity tank. the tank should be so located that the head of the fnel-liow is not sufficient to overcome the resistance to compression of the ex'pansible springs illustrated asnormally urging the outlet valves 4001 the pumps to their seats (Fig. 16).

The detached diagrammatic view associated with Fig.6 indicates the positions of the valves on each cylinder and gives the function of each valve. In the middle is the valve by which the compressed air is admitted to the cylinder for starting. Next above this is the control valve by which the .starting valve is set for running ahead.

Next above this is the control valve by which the starting valve is set for running astern.

-Below the starting valve is the fueLspratv 'valveand next below this is the relief valve.

The operation of the engine may be briefly summarized as follows With the main hand-wheel 19 at stop,.c0.ntrol valve 6 (Fig. ,6) is open, and air is fed to connection 16 to open all cylinder vent-valves. To run ahead, the main hand-wheel 19 is moved in the appropriate direction to the first running position. Control valve 6- (Fig. 6) closes and therefore all cylinder vent-valves close. Then fuel hand-wheel 21 (Fig. 6) is rotated to open needle-valve 26 (Fig. 16), so that a moderate amount of spray-air is fed into connection 27 ('Fig; 6) and to all the cylinder fuel-spray valves, and so that the throw of link 43 (Fig. 16) is adjusted accordingly; The main-hand Wheel 19 is then moved on to the second osition, whereupon 'control valves 5 and 2 Fig. 6) open. Air therefore flows into connection 15 and actuates relay valve 15", so that starting air' isfed through connection 15 to all cylinder air-starting valves. On the opening ofcontrol valve 2, air flows through connection 12 to set the ahead-controls for the air-startingj valves of the A cylinders, and the startingair in connection 15 is free to enter the A cylinders through the starting valves thereof at the proper times in the operation of the engine to cause reciprocation of the-pistons in theAcylii'iders for ahead-driveof the engine shaft. f.

-to the B cylinders; While'the plungers of pumps A will be ineffective thus to serve this alr-dl'iven A cylinders, due to the fact :that air in the branches 12 of connection 12 (Fig. 6) acts against the underside of piston 45 (Fig. 16) of each A pump and thereby causes the forked end of the asst) ciated extension 46* (Fig. 17) to lift and hold the inlet valve 39 of each A pump oil its seat. As soon as the engine starts runmug, and has been running long enough for the B cylinders to get under fuel-drive,

the main hand-wheel 19 is brought back to the first position, thereby closing control Valves 5 and 2. The closing of the valve 5 shuts oil the supply of starting air to con nection 15"; and the closing of valve 2 exhausts the connections 12 and 12. The exhaustion of connection 12 takes the airstarting valves of the A cylinders off their ahead-setting, and the exhaustion of connection 12 permits the piston 45- of each A pump to return to locations similar to the location of the piston 45 of Fig. 16, so that the inlet'valves 39 of said A pumps are no longer held off their seats but are raised and lowered periodically by the-links 43 to render efiective the A pumps. In a second or two, therefore, the B cylinders,

and hence all cylinders, will be running on fuel. And then fuel hand-Wheel 21 may be rotated so as to bring the engine up to speed, gradually or rapidly as desired.

If, however, conditions are such that with the main hand-Wheel in its second position, 'the engine does not start, then the main hand-wheel is brought to the third position whereupon control valve 1 (Fig. 6)

' opens. Air therefore flows through connections 11 to set the ahead controls for the air-starting valves'of the B cylinders, and the starting air in connection 15* is ad- ,mitted to the B cylinders at the proper V rection.

times to o crate the engine in the ahead dis soon as air flows into connection 11, its consequent flow into branches 1]. (Fig. 6) causes it to act against the underside of the piston of eachB pump similar to the piston 4:1 of Fig. 16 and thus causes the forked end of the associated extension '46! to lift and hold the inlet valve of each B. pump off its seat, so that while the B cylinders are running on air, fuel is not fed to them.

Therefore, at this third position adjustment of main hand-wheel 21, the engine muststartin the desired direction. Thereafter, the main hand-wheel is returned to its second position, thustaking the B cylin ders off air and feeding fuel thereto, and

. start in the desired direction.

then to its first position, thus taking the A cylinders off air and feeding fuel thereto also; whereupon, with the engine running as to all cylinders on fuel, the fuel hand- Wheel may be 'rotatedl so. as to bring the engine up to speed gradually or rapidly as desired. I To sto the engine, the wheel 21 controlling the uel supply is moved to the position for discontinuing the supply of spray-air and oil to the engine and then the wheel 19 is moved to the inidposition in which all the control valves 1, 2, 3, l and 5 are closed and the control valve 6 is opened to "out all cylinders.

To run the engine aster-n, the hand-wheel 19 is moved in the opposite direction from the mid-position tothe first or running position, thereby closing control valve 6. and effecting the closure of all cylinder vent valves. Then. the fuel hand-wheel 21'is positioned as above described and the main hand-Wheel 19 is moved to the second position. This opens the control valves 4 and 5 and air is admitted to the A cylinders at the times appropriate for running the engine in the astern direction. Also, the fuel pumps of the A cylinders are rendered inoperative by air supplied to their chambers 46 through pipes 14-. If the engine fails to start under these conditions, the handwheel 19 is moved on to the third: position for admitting air to all cylinders and rendering the pumps-of all cylinders inoperas tive as abovedescribed. j

At this astern third position adjustment of main hand-wheel 21, the engine must Then the main hand-wheel is returned to its astern second position, thus taking the B cylin:

ders oil air and feeding fuel thereto, and

then to the astern first position, thus takthereto' also. 'Then, with the engine rum ning asternwith all its cylinders on fuel, the fuel hand-wheel. 21 may be rotated 50 as to bring the engine up to speed gradually or rapidly as desired.

Fig. 18 illustrates a construction of the type shown in the other figures adapted for use in connection with a pneumatically actuated reversing mechanism whereby the cams of the engine are shifted from one position to another toadapt theengine for operation in one direction or the other. Also the Fig. 18 construction includes distributers driven from the engine shaft and operating to direct compressed airto one cylinder after another in succession in startin the engine.

he pneumatically actuated reversing mechanism is indicated at 56 consisting of a cylinder and a. piston 56* therein, the piston being'connectcd' to ('levices for shifting the cams of the engine from positions for operating the engine in one direction to positions for operating the engine in the reverse direction. The piston 56 controls an outlet port leading from the cylinder so that compressed air enterin cylinder 56 at either port 56 or port 56 rst actuatos the piston 56 to effect reversal and then flows through port 56".

Two distributers, one for each group of cylinders, are shown diagrammatically at C and D.' Each is driven from the engine shaft and each distributes compressed air for starting to ,the cylinders of the corresponding group in succession.

Control-box 57 includes five normally closed control valvesl, 2, 3, {I and 5, a conduit 58 for, feeding compressed air to the control valves, and within the control-box a main passage 58' and suitable branch passages as indicated leading from the main passagejijand each having interposed therein one of the control valves 1, 2 and 5. The valves 3 and 4: are interposed in an auxiliary passage 53" isolated from main passage 58 as indicated. Leading from control valve 1 to inle v port 56 is a connection 51. Leading from jcontrol valve 2 to inlet port 56 is a connection 52'. Leading from outlet port 56 to auxiliary passage 53 is a connection 53'. Thus, opening control valve 3 or 4 will be 'inefi'ective to permit flow of air to the corresponding distributer C" or D" until control valve 1 or 2 has first been opened, either to send air immediately into connection 53 or else first toactuate the piston of the reversing cylinder 56 and then send air into connection 53. A branch connection 53 leads .from connection 53 to a relay valve .15 similar to the relay valve 15 of Fig. 1 so that as soon as the reversing cylinder has been actuated, the adjustable parts of the engine for running in the desired direction, the relay valve opens a normally closed air-starting line 53? leading, to all the cylinder air-starting valves. And thenonly. may valve 3 or 4 become veffective to feed air to its associated connection/53 or 53 when such valve 3 or ing ofcilhor oi' whirh' instantly relay valve 15".. either the cylinders or the Leading from controlvalve 5 is a connec goes to; ailz'cylindcr vent as indicated at Cfl th'e controlsfor U '-istartizng' valves of the C cylinders, and ejnnrfitio'n'53l -lcarl .:f"-'f f th "1)"v di trihuler, serving, as indicated at'D'X thc controls for t-l'1e1=air-starting valvcsnof the D cylinder .Thus, according control valve 3 or 4 1S opened .iiun|c liatel\-' following an 2.-thu open opening of control,valve l or art'u-atus the of the (:iiginc in the desired direction.

one side of the if necessary, to set In the construction shown in Fig. 18, it is desirable to rci'i'der ineffective the plun gers of the C or D fuelpumps according as the C or D cylinders are running on air. Therefore a branch connection (1" leads from the connection 53 serving the (1" dis tributcr, and a branch commotion l) leads from the connection '53 serving the D dis tributer; the former branch connection leads to locking cylinders 46 associated with the C fuelpumps, and the latter bsnnch conncction leads to locking cylinders 46 associated with each of the D fuel-pumps. Each of these locking cylinders 46 may be of the construction illustrated at L6 in Fig. 16, except that the rod 45 in Fig. 16 may be dispensed with. The shaft 33 may, like the shaft 33 of Fig. 6, be driven by the engins-shaft.

The operation'of the construction just described, in. brief, is as follows: Whether or not a hand-wheel similar to the hand-wheel 19 of Fig. 16 be provided, the five control valves of Fig 18 are designed to be actuated in various lett "mined orders which may be expressed by saying that were the hand-- Wheel 19 of Fig. 16 employed, it would have a mid or stop position, four positions to stop position for ahead running and four positions to the other side of the stop position for astern' running. With the hand-Wheel in the stopposition, the control valve 5 is open and all cylinders are vented. For running ahead, the Wheel is moved to the first position closing control valve 5 and all vents; Thenthe hand-wheel is turned to the next position, opening the control valve 1 and admitting air to cylinder 56 to force piston 56" downward and connect pipes 51 and 53 so as to admit air to. connection 53 and relay valve 15 which valve opens the air-starting line 53". The handle is then moved on to the. next position to open control valve 3. This actuates' distributer C" to feed starting air to the C L10 cylinders and render the C fuel pumps ineifective. The engine may start under these conditions but if not, the hand-wheel is moved on to the next position, opening con trol valve4. This actuates the distributer .115 D to feed starting air to the vD cylinders and render the D fuel-pumps ineffective.

Thereafter, the l1and-wheel is moved back: ward to .run first the D cylinders and then all. cylinders on fuel supplied by the C and I20 I) pumps.

To run the engine in the opposite direc tion, the same procedure is followed except that the control valve 2 is opened instead. of the controlvalve 1 and when air passes from valve 2 through pipe 52 to the cylin- (lcr5 l. it first actuutes the piston in. the cylinder and then flows out through pipe 53.

It will he noted that the construction above described includes a means for. con

"Ill

trolling the sprayair and fuel together to control the speed of the engine, and the making of all otler controls on the engine pneumatic and operated from a single handwheel. Hence the operator manipulates only two hand-wheels to start, stop, reverse and control the speed ofthe eiigine, and fuel and starting-air cannot be turned onto the same cylinder at the same time. The construction issuch as to insure a smooth, even, positive starting of the engine even thougl'i the operator is not experienced in the handling of the engine, or doesnot observe proper care, and furthermore, the apparatus is economical in the use of starting-air.

It'should be understood that while each ofthe systems above described is arranged ,ufor a cylinder group control in which two groups of cylinders are provided, similar systems come Within the scope of the invention when designed so as to be applicable to any number of cylinders per engine and any nnmberof groups of cylinders and with one or more cylinders per group. In each of such cases, when the system is like that of Fig. 1 or 6, the control-box or the like will preferably he provided with a number of control valves equal to twice the number of cylinder groups plus two, and when the sys- 36 tem is like that of Fi 18 the control box or the like will preferably provided with a number of control valves equal to the 'rnumb'er of cylinder groups plus three.

l'Ve claim: i i. In a multi-cylinder heavy oil internal combustion engine, the combination of a first cylinder, a second cylinder, starting-air supwply means for the first cylinder, starting air supply means for the second cylinder, and to controlling meansfor the two supply means actuable to start the engine from idle condition by causing the admission of startingto one cylinder without admitting it to the other, and then to cause the admission of startingair to the other cylinder.

In a multi-cylinder heavy oil internal combustion engine, in combination, a first '.:(.-ylinder,' a second cylinder, normally ineffective startingair supply means for each of the cylinders, normally ineffective fuel supply means for each of the cylinders, a normally closed vent-valve for each cylinder, car-1d; a separately actuable pneumatic control for each-of. the four supply means and for all the vent-valves.

3. In a multi-cylinder heavy oil internal combustion engine, in combination, a first rylinder, a second cylinder, an air-starting valvc on, each cylinder, a common conduit so for feeding starting-air to each of said air starting valves, a setting means associated \vithicach air starting valve and operable to 't its said valve for ahead. or reverse airstart log of: the engine. fuel supply means for trolling mechanism for said setting means capable of operating the setting means of one cylinder without affecting that of the other cylinder.

4:. In a multi-cylinder heavy oil internal combustion engine, in combination, a first cylinder, :1 second cylinder, an airstarting valve on each cylinder, a common normally closed, conduit for feeding starting-air to each. of said air-starting valves, a setting means associated with each air-starting valve and operable to set its said valve for ahead or reverse air-starting of the engine, fuel supplymeans for each of the cylinders, IHlBllmtllilC controlling mechanism for said setting means capable of operating the setting means of one cylinder without affecting that of the other cylinder, and a controlling mechanism for said common conduit adapted to open the conduit when either air-start- .ing valve has been set.

5. In a multi-cylinder heavy oil internal combustion engine, in combination, a mum her of cylinder groups one cylinder of each of said groups having a normally open vent-- valve, an air-starting valve and normally in effective setting means for the air-starting valve adjustable to set said air-starting valve for ahead or reverse air running of the engine, a normally closed common starting-air supply conduit serving all said'airstarting valves, and pneumatic control means for the engine including air connec tions and a normally open control valve and a plurality of normally closed control valves interposed in said connections, the normally open control valve when closed causing a closing of all the vent-valves, and of the normally closed control valves one when opened making one of said setting means effective as to ahead rotation of the engine, one when; opened making said setting means effective as to astern rotation of the engine, one when opened making another of said setting means effective as to ahead rotation of the engine, one when opened making the last-mentioned setting means effective as to astern rotation of the'engine, and one when opened causing an opening of said common conduit.

6. In a multi-cylinder heavy oil internal combustion engine, in combination, a first cylinder, a second. cylinder, normally ineffective starting-air supply means for each of the cylinders, normally ineffective fuel supply means for each of the cylinders, independent controls for the starting air supply means of the cylinders one of the controls being manually actuable when the engine is statimiary to render effective the starting-air supply means of its cylinder only and a scparate oontrol associated with the fuel supply means of each cylinder automatically set to render ineffective the fuel supply means of a cylinder when, one of said manuthat cylinder.

T. In a IHHlli-( nder, reversible internal (Ollll'HlHblOll engine, the -ombination of a first \'linder, a second cylinder, i'iornnllly ineffective starting-air supply means for each of the cylinders, normally ineffective fuel supply means for each of the cylinders, a separate starting-air control for each cylinder, a separate :fuel control for each cylinder, an interlock associated with each cylinder and -with the two controls therefor whereby \vhil'e startingair is being fed to either cylindcr the fuel supply means for that cylinder is automatically maintained ine'flcctive, a controller for stopping the engine and starting it in a reverse direction, and means for'preventing stopping of the engine and starting it in the reverse direction when fuel is being fed to the cylinders.

8. In multi-cylinder heavy oil internal coml'iustion engine, in combination, a number of cylinders divided into a number of separately operable units, a vent-valve for each cylinder, an airctarting valve for each cylinder, an astern setting means for each cylinders ainstarting valve and an ahead setting means for each cylinders air-starting valve, a fuel-spray valve for each cylinder, and a plurality of independently actuated pneumatic controls for said valves and said ahead and astern setting means, there being at least twice as many such pneumatic controls as the number of said separately operable units.

. 9. In a multi-cylindcr heavy oil internal combustion engine, in combination, a number of cylinders divided into a number of separately operable units, a. vent-valve for each cylinder, an air-starting valve for each cylinder, an. astern setting means for each cylinder-s air-starting valve and an ahead setting means for each cylinders air-starting valve, a fuel-spray valve for each cylinder, and 'a plurality of independently actuable pneumatic controls for said valves and said ahead and astern setting means, there being as many of such pneumatic controls as. twice the number of said separately operable units plus two. i

10. In a multrcyhnder heavy 011 internal combustion engine, in combination, a number of cylinders divided into a number of separately operable units, a vent-valve for each cylinder, an air-starting valve for each cylinder, an astern setting means for each cylinders air-starting valve and an ahead setting means t'or each cylinders air-starting valve. a fuel-sway valve for each cylinder, a plurality of independently actuable pneumatic controls for said valves and said ahead and aster-n setting n'uans, there being at least twice as many such pneumatic controls as the number of said sepai'atclv\oper'ublevalve,a fuel-spray valve for each cylinder,

a. plurality of independently actuable pneumatic controls for said valves and said setting means, there being as many of such pneumatic controls as twice the number of said separately operable units plus two, a. plurality of mechanical instrumentalities each for operating one of said controls, and a hand-Wheel rotatable in. either direction from a normal set, the hand-Wheel in its normal set causing one ofv said pneumatic controls to open all the vent-valves, the hand-Wheel when rotated in one direction from its normal set being adapted first to actuate one of saidpneumatic controls to close said vent-valves, next to actuate one of said'pneumatic controls to set to effectiveness the ahead setting means of all cylinders in one of said units and next to actuate one of said pneumatic controls to set to effectiveness the ahead setting means of all the cylinders in another of said units, and the hand-wheel when rotated in the opposite direction from its normal set being adapted first. to actuate one of said pneumatic controls to close said vent-valves, next to actuate one of said pneumatic controls to set to effectiveness th e astern setting'mcans of one of said units and next to actuate one of said pneumatic controlsto set to effectiveness the astern setting means of another of said units. 12. In a multi-cylinder heavy oil internal combustion engine, in combination a :umber of cylinders divided into a number of separately operable units, selectively 0perable means for starting the engine from idle condition by first supplying startingair to thecylinders of one of the units andcombustion'engine,iin combination, a num her of cylinders divided into a number of separately operable units, selectively operable means for supplying starting-air to the cylinders of one or more of said units, means for supplying fuel to all the cylinders in said units; a normally ineffective pneumati: rally operated interlock to prevent the simultaneous supply of starting-air and fuel to anyone cylinder, a normally closed airline for rendering effective said interlock when the air-line is opened, and means foropening said air-line whenever said selectively operable means is operated.

14. In a multi-cylinder heavy oil internal combustion engine, in combination, a number of cylinders divided into a number of separately operable units, selectively open able means for supplying starting-air to the cylinders of one or more of said units, means for supplying fuel. to all the cylinders in said units and including a separate fuelump for each cylinder driven continuously y the engine during rotation thereof in either direction, a separate normally ineii'ective pneumatically actuated interlock associated with each fueLpuinp, a normally closed air-line associated with each interlock for rendering the latter effective when its air-line is opened, and means for opening the air-line serving the interlock for a fuelpump of a'particular cylinder when said selectively operable means is operated to supply startin -air to that cylinder.

15. In a mu ti cylinder heavy oil internal combustion engine, in combination, a number of c linders divided into a number of separate y operable'units, a first adjustable controller and means associated therewith whereby said controller in one adjustment starts one of said units on air for ahead running of the engine, in. another adjustment starts the other of said units on air for ahead running of the engine, in another adjustmentstarts one of said units for astern running of the engine and in another adjustment starts the other of said units for asternrunning of the engine, and a second controller and means associated therewith for feeding spray-air to all the cylinders.

16. In a multi-cylinder heavy oil internal combustion engine, in combination, a number of cylinders divided into a number of separately operable units, a "first adjustable.

1 controller and means associated therewith whereby said controller in one adjustment starts one of said units on airfor ahead running of, the engine, in another adjustment starts the other of said units on air for ahead running of the engine, in" another adjust-merit starts; one of said units for astern running of the engine and in another adjustmentstarts the other of. said units for astern running of the engine, and a second controller and means associated therewith for feeding oil-fuel to all the cylinders. i

17. In amulti-cylinder heavy oil internal combustion engine, in combination, a number of cylinders divided into a number of separately operable units, a first adjustable controller and means associated thcreivith whereby said controller in one ad ustment starts one of sald un ts on alr for ahead running of the engine, in another adjustment starts the other of said units on air for ahead running of the engine, in another adjustment starts one of said units for astern running of the engine and in another adj ustment starts the other of said units for astern running of the engine, and a second controller and means associated therewith for feeding spray-air to all the cylinders and for simultaneously feeding oil-fuel to all the cylinders.

18. In a multi-cylinder heavy oil internal combustion engine, in combination, a mum ber of cylinders divided into a number of separately operable units, a first adjustable controller and means associated therewith whereby said controller in one adjustment starts one of said units on air for ahead running of the engine, in another adjustment starts the other of said units on air for ahead running of the engine, in another adj ustment starts one of said units on air for astern running of the engine and in another adjustment starts the other of said units on air for astern running of the en gine, a second adjustable controller, sprayair fecdinguneans for all the cylinders, oilfuel feeding means for all the cylinders, means controlled by the second controller adapted at each adjustment of the latter to adjust said spray-air feeding means prede terminedly, and means simultaneously controlled by the second controller for adjusting said oil-fuel feeding means so that an amount of oil-fuel will be fed to eachcylvalves, and a mam'ially rotatable shaft 0,

carrying cams each of which actuates one of said control-valves in a predetermined angular adjustment of said shaft.

20. In a multi-cylinder heavy oil internal combustion engine, in combination, a first L group of cylinders, a second group of cylinders, pneumatic means including a plurality,

of control valves and'a manually actuable, controller therefor for venting all cylinders and for running one or both groups on air, a manually actuable controller operable for feeding fuel-spa y to either groupwhile the other group is running on air, and a camshaft rotatable by the firstmcntionedi con troller and carrying cams each of which actuates one of said. control-valves in a predetermined angular adjustment of said shaft, said shaft having a predetermined angular set to stop the engine. j

21. In a multircylinder heavy oil internal 30 combustion engine, in combination, a first group of cylinders, a second group of cylinders, pneumatic means including a plurality of control valves and a selectively manipulable controller therefor for venting all the cylinders and for running one or both groups in either direction on air, pneumatic means and a selectively manipulable controller therefor for feeding fuel-spray to either group while the other is running on air in either direction, and a cam-shaft rotatable by the first-mentioned controller and carrying cams each of which actuates one of said control-valves in a predetermined angular adjustment of said shaft, said shaft having a predetermined angular set to vent the cylinders and thus stop the engine after the same has been running in either direction, said set being between an angular adjustment of the shaft which causes one ,group to run ahead on air and an angular adjustment of the shaft which causes the group last-mentioned to run astern on air, whereby in reversing the engine all the cylinders must surely be vented before starting the engine in the new direction.

22. In a niulti-cylinder heavy oil internal combustion engine, in combination, a plurality of normally closed control valves each interposed in a connection adapted to have compressed air fed thereto beyond the interposed valve thereof when said valve is opened, one of said connections when itsvalve is opened causing a. feeding of compressed air to the air-starting valvcs of all the cylinders, a flow of air in another of said connections beyond the interposed valve causing the air-starting val vcs of certain of the \lil1 ders to be set for ahead running of the engine, a flow of air in anothcr of said connections beyond the interposed valve causing the air-starting valves of the cylii'ulcrs last mentioned to be sct for aslcrn running, a flow of air in another of said conncclions beyond the interposed valve causing the air-starting valves of certain of the other cylinders to be set for ahead runnin a flow of air in another of said connections beyond the interposed valve causing the air-starting valves of the last-mentioned cylinders to be set for a'stern running, and a flow of air in another of said connections causing all the cylinders to be vented, said control valves being grouped; and a selectively manipulable single controller variously adjustable to open all of said control valves.

23. In a multi-cylinder heavy oil internal coml-mstion engine, in combination, a ,plurality of normally closed control valves each interposed in a connection adapted to have compressed air fed thereto beyond the interposed valve thereof when said valve is opened, one of said connections when its valve is opened causing a' feeding of compressed air to the air-starting valves of all select VeI adjustable the cylinders, a flow of air in another of said connections beyond the interposed valve causing the air-starting valves of certain of the cylinders to be set for ahead running of the engine, a flow of air in another of said connect-ions beyond the interposed valve causing the air-starting valves of the cylinders last-mentioned to be set for astern running, a flow of air in another of'said connections beyond the interposed valve causing the air-starting valves of certain of the other cylinders to be set for ahead running, and a flow of air in another of said connections beyond the interposed valve causing the air-starting valves of the last mentioned cylinders to be set for astern running, a group of engine-driven fuel-pumps for serving the last-mentioned cylinders another group of engine-driven fuelpumps for serving the other cylinders, normally inefl'ective means associated with each of said groups and pneumatically actuable to effectiveness thereby to render its fuel pump group ineffective, and branch connections from each of the first mentioned four connections one leading to each of said means whereby when any one of said four connections is opened the fuelpumps serving the same cylinders as are served by said one of said four connections will be rendered ineffective.

24.. In a lllllitl-C'ylllKlCI heavy oil internal combustion cnginc, in combination, a plurality of cylinders, pneumatic means for handling the engine and including a controlbox having a plurality of separately operable pncuu'latic control. valves one for venting the cngineand one for. running said cylindcrs on air, and mechanical n'icans adjalcnl lo the box and selectively manipnlable to operate various ones of said control valves. 7

25. In a mullic vlimlcr heavy oil internal combustion engine, in combination, pneumatic means for handling the cngine during air-starting and. while running on air, a'first StltItH'tl) ad ustable controller for controlling said pneuma ic nlcaIlS, oil-fucl and spra vair fccdiug mcansa second selectively adjustable controller for controlling said feeding means, said first controller inxon'e adjustment thereof venting the cylinders and said second controller in one adjust-' ment thereof shutting off the supply of oilfucl, and an interlock between said two controllers adapted to prevent the first controller being brought to its adjustment for venting thecylinders until the second controller is brought to its adjustment for shut ting off the supply of oil-fuel.

26. In a multi-cylinder heavy oil internal combustion engine, in combination, pneu matic means for handling the engine during air-starting and While running on air, a'first controller for controllmg sai pneumatic tneang "oil-fuel and; 

